CN113911167B - Overspeed protection control circuit suitable for unmanned vehicle - Google Patents
Overspeed protection control circuit suitable for unmanned vehicle Download PDFInfo
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- CN113911167B CN113911167B CN202111246312.7A CN202111246312A CN113911167B CN 113911167 B CN113911167 B CN 113911167B CN 202111246312 A CN202111246312 A CN 202111246312A CN 113911167 B CN113911167 B CN 113911167B
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0054—Train integrity supervision, e.g. end-of-train [EOT] devices
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/126—Brakes for railway vehicles coming into operation in case of exceeding a predetermined speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0081—On-board diagnosis or maintenance
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- General Health & Medical Sciences (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention relates to an overspeed protection control circuit suitable for an unmanned vehicle, which connects overspeed signals output by gateway valves of brake control units at different positions in parallel and then strings into an emergency brake ring, when a train overspeed occurs, normally closed contacts in the gateway valves are disconnected to enable a whole vehicle loop to lose electricity, and in order to prevent that overspeed signals cannot be output by two gateway valves in the same unit when faults occur, mutually independent hard wire signal parallel redundancy designs of different control units are adopted, so that timely emergency braking is realized when the train overspeed occurs through the redundant hard wire control circuit, potential safety hazards of a train caused by faults of a network system and faults in a data stream transmission process can be effectively avoided, the safety and the reliability of the system are improved, the design can be popularized into a rail transit multi-group full-automatic unmanned overspeed protection control circuit, the implementation is easy, the safety and the reliability are realized, no additional relay or other equipment conversion is required, the safety of the train is improved, the safety of the train is truly realized, and the safety operation is independent of a network system.
Description
Technical Field
The invention relates to an overspeed protection control circuit suitable for an unmanned vehicle, and belongs to the technical field of rail transit vehicles.
Background
At present, overspeed protection control in urban rail metro vehicles needs a network system to participate in control, but the highest safety level of the network system can only reach SIL2 level due to the limitation of hardware equipment, in a full-automatic unmanned train, the requirement on the safety level of the vehicle is higher, the overspeed protection function requirement reaches SIL4 level, and the network system control circuit hardly meets the requirement on the unmanned safety level. Along with the rapid development of rail transit, more and more subway lines adopt full-automatic unmanned trains, so that the problem is imperative to be solved.
The existing overspeed control circuit has two problems: the first is that the existing control scheme relies on the network system to transmit data and realize control logic, but the network system has own software and hardware faults and transmission faults, so that the safety of the system is reduced; the second type is that the network system fault is to isolate the signal by means of an emergency traction relay contact, and the train is in speed-limiting operation at the moment, but the potential safety hazard exists.
Disclosure of Invention
The invention aims to solve the technical problem of providing an overspeed protection control circuit suitable for an unmanned vehicle, which adopts a brand new parallel redundancy structure and combines an emergency braking loop, so that overspeed protection of the vehicle can be realized efficiently, and the safety of a train is improved.
The invention adopts the following technical scheme for solving the technical problems: the invention designs an overspeed protection control circuit suitable for an unmanned vehicle, which is applied to each unit train group in a multi-group train to realize overspeed protection of the multi-group train; the system comprises each speed sensor corresponding to each unit train set and a brake control unit gateway valve BCU1 respectively arranged on the head train and the tail train in each unit train set;
the speed sensors are respectively arranged on corresponding shafts of corresponding underframe bogies in the corresponding unit train groups; each speed sensor is respectively connected with two brake control unit gateway valves BCU1 which are respectively arranged on the head train and the tail train in the corresponding unit train group;
a brake control unit gateway valve BCU1 positioned on a first train or a tail train is selected from each unit train group respectively to form a first gateway valve group, and the brake control unit gateway valves BCU1 in the first gateway valve group respectively correspond to the positions of the first train or the tail train in the unit train group where the brake control unit gateway valves BCU1 are positioned, wherein the positions of the first train and the tail train exist; the rest of the brake control unit gateway valves BCU1 positioned on the first train or the last train in each unit train group are combined to form a second gateway valve group;
each brake control unit gateway valve BCU1 in the first gateway valve group is connected in parallel with each other and forms a first parallel output contact; each brake control unit gateway valve BCU1 in the second gateway valve group is connected in parallel with each other and forms a second parallel output contact; the first parallel output contact and the second parallel output contact are connected in series in a train emergency braking loop corresponding to the multi-group train.
As a preferred technical scheme of the invention: the system further comprises at least one zero-speed relay ZVR respectively corresponding to the first gateway valve group and the second gateway valve group, and each zero-speed relay ZVR is respectively connected with the corresponding gateway valve group in parallel.
As a preferred technical scheme of the invention: a trailer with a cab at one end of the whole multi-group train is defined as a first end trailer, and a trailer with a cab at the other end of the whole multi-group train is defined as a second end trailer; the emergency braking loop structure of the train corresponding to the multi-group train is as follows:
the first parallel output contact is positioned on the first end trailer, the second parallel output contact is positioned on the second end trailer, one end of the first parallel output contact is sequentially connected with a first mushroom button EMPB1, a first cab occupancy relay COR1 and a power positive voltage in series, the other end of the first parallel output contact sequentially passes through each train to the second end trailer and is connected with one end of the second parallel output contact in the second end trailer, and the other end of the second parallel output contact is sequentially connected with a second mushroom button EMPB2, a second cab occupancy relay COR2 and a power positive voltage in series;
the connection point between the second mushroom button EMPB2 and the second cab occupation relay COR2 is connected with one end of a fourth cab occupation relay COR4, the other end of the fourth cab occupation relay COR4 is respectively connected with one end of a sixth cab occupation relay COR6, one end of the second continuous hanging relay CTR2 and one end of the fourth continuous hanging relay CTR4 in a butt joint mode, the other end of the fourth continuous hanging relay CTR4 is respectively connected with one end of an eighth cab occupation relay COR8, one end of a tenth cab occupation relay COR10 and one end of a sixth continuous hanging relay CTR6 in a butt joint mode, the other end of the second continuous hanging relay CTR2 and the other end of the sixth continuous hanging relay CTR6 in a series connection mode are connected through a continuous trailer, and the other end of the tenth cab occupation relay COR10 is connected with at least one second emergency brake contactor EBK2 in series in sequence and then connected with a negative voltage of a butt joint power supply, and a second reverse diode module is connected between two ends of a series connection structure of the second emergency brake contactor EBK2 in parallel;
the other end of the sixth cab occupancy relay COR6 is connected with the other end of the eighth cab occupancy relay COR8, the connection point sequentially passes through each train to the first end trailer and is respectively connected with one end of a fifth cab occupancy relay COR5 and one end of a seventh cab occupancy relay COR7 in the first end trailer, the other end of the fifth cab occupancy relay COR5 is respectively connected with one end of a third cab occupancy relay COR3, one end of a first connection relay CTR1 and one end of a third connection relay CTR3, the other end of the seventh cab occupancy relay COR7 is respectively connected with the other end of the third connection relay CTR3, one end of the fifth connection relay CTR5 and one end of a ninth cab occupancy relay COR9, the other end of the first connection relay CTR1 and the other end of the fifth connection relay CTR5 are connected through the connection trailer, and the other end of the third cab occupancy relay COR3 is connected with the connection point between the first cab occupancy relay COR1 and the first connection point of the first cab occupancy relay COR 1;
the other end of the ninth cab occupancy relay COR9 is sequentially connected with at least one first emergency brake contactor EBK1 in series and then is connected with negative voltage of a power supply in a butt joint mode, and a first reverse diode module is connected between two ends of a serial structure of all the first emergency brake contactors EBK1 in parallel.
As a preferred technical scheme of the invention: the other end of the first parallel output contact sequentially passes through each train to the structure of the second end trailer, and the connecting point between the sixth cab occupancy relay COR6 and the eighth cab occupancy relay COR8 sequentially passes through each train to the structure of the first end trailer, and the adjacent trains are connected by using a parallel connection structure.
Compared with the prior art, the overspeed protection control circuit suitable for the unmanned vehicle has the following technical effects:
the invention designs an overspeed protection control circuit suitable for an unmanned vehicle, which connects overspeed signals output by gateway valves of brake control units at different positions in parallel and then strings into an emergency brake ring, when a train overspeed occurs, normally closed contacts in the gateway valves are disconnected to enable a whole vehicle loop to lose electricity, and in order to prevent that overspeed signals cannot be output by two gateway valves in the same unit when faults occur, mutually independent hard wire signal parallel redundancy designs of different control units are adopted, so that the timely emergency braking during the overspeed of the train is realized through the redundant hard wire control circuit, the potential safety hazard of the train caused by the faults of a network system and the faults in the data stream transmission process can be effectively avoided, the safety and the reliability of the system are improved, the design can be popularized into the rail transit multi-group full-automatic unmanned overspeed protection control circuit, is easy to realize, is safe and reliable, does not need to additionally increase relays or other equipment conversion, is independent of a network system, the safety of the train is improved, and the safe operation is truly achieved.
Drawings
FIG. 1 is a schematic diagram of a 6-consist vehicle overspeed protection control circuit in a design application of the present invention;
FIG. 2 is a schematic diagram of an overspeed protection control circuit for an 8-consist vehicle in accordance with an embodiment of the present invention;
FIG. 3 is a schematic diagram of the present invention design of the access of the vehicle overspeed protection control circuit to the emergency braking loop of the train.
Detailed Description
The following describes the embodiments of the present invention in further detail with reference to the drawings.
Overspeed protection is a protection measure applied when the running speed of a train exceeds the allowable safety speed of the train, and is one of important measures for ensuring the safety of the train. The emergency braking control of the vehicle is to string all relevant conditions affecting the safety of the vehicle into a train-level loop, and the train executes emergency braking as long as any one of the conditions in the loop does not meet the requirements, so that the loop is disconnected. The invention connects the overspeed signals output by the gateway valves of different brake control units in parallel and then strings into the emergency brake ring, when overspeed occurs in the train, the normally closed contacts in the gateway valves are disconnected to cause the whole train loop to lose electricity, in order to prevent that the overspeed signals cannot be output by two gateway valves in the same unit when faults occur, the parallel redundancy design of the hard wire signals of the different control units which are mutually independent is adopted, thus improving the safety and the reliability of the system.
Specifically, the invention designs an overspeed protection control circuit suitable for an unmanned vehicle, which is applied to each unit train group in a multi-group train to realize overspeed protection of the multi-group train; in practical application, as shown in fig. 1 and fig. 2, the specific design includes each speed sensor corresponding to each unit train set, and brake control unit gateway valves BCU1 respectively disposed on the head train and the tail train in each unit train set.
The speed sensors are respectively arranged on corresponding shafts of corresponding underframe bogies in the corresponding unit train groups; each speed sensor is respectively connected with two brake control unit gateway valves BCU1 which are respectively arranged on the head train and the tail train in the corresponding unit train group.
A brake control unit gateway valve BCU1 positioned on a first train or a tail train is selected from each unit train group respectively to form a first gateway valve group, and the brake control unit gateway valves BCU1 in the first gateway valve group respectively correspond to the positions of the first train or the tail train in the unit train group where the brake control unit gateway valves BCU1 are positioned, wherein the positions of the first train and the tail train exist; and the rest of the brake control unit gateway valves BCU1 positioned on the first train or the last train in each unit train group are combined to form a second gateway valve group.
Each brake control unit gateway valve BCU1 in the first gateway valve group is connected in parallel with each other and forms a first parallel output contact; each brake control unit gateway valve BCU1 in the second gateway valve group is connected in parallel with each other and forms a second parallel output contact; the first parallel output contact and the second parallel output contact are connected in series in a train emergency braking loop corresponding to the multi-group train.
The system further comprises at least one zero-speed relay ZVR respectively corresponding to the first gateway valve group and the second gateway valve group, and each zero-speed relay ZVR is respectively connected with the corresponding gateway valve group in parallel.
In further implementations, the trailer defining the whole multi-consist train with a cab at one end is a first end trailer and the trailer defining the whole multi-consist train with a cab at the other end is a second end trailer; as shown in fig. 3, the emergency brake loop of the train corresponding to the multi-group train has the following structure.
The first parallel output contact is located on the first end trailer, the second parallel output contact is located on the second end trailer, one end of the first parallel output contact is sequentially connected with the first mushroom button EMPB1, the first cab occupancy relay COR1 and the power positive voltage in series, the other end of the first parallel output contact sequentially passes through each train to the second end trailer and is connected with one end of the second parallel output contact in the second end trailer, and the other end of the second parallel output contact is sequentially connected with the second mushroom button EMPB2, the second cab occupancy relay COR2 and the power positive voltage in series.
In practical application, the other end of the first parallel output contact sequentially passes through each train to the structure of the second end trailer, and the connecting point between the sixth cab occupancy relay COR6 and the eighth cab occupancy relay COR8 sequentially passes through each train to the structure of the first end trailer, and the adjacent trains are connected by using a parallel connection structure.
The connection point between the second mushroom button EMPB2 and the second cab occupation relay COR2 is connected with one end of a fourth cab occupation relay COR4, the other end of the fourth cab occupation relay COR4 is respectively connected with one end of a sixth cab occupation relay COR6, one end of the second continuous hanging relay CTR2 and one end of the fourth continuous hanging relay CTR4, the other end of the fourth continuous hanging relay CTR4 is respectively connected with one end of an eighth cab occupation relay COR8 and one end of a tenth cab occupation relay COR10, one end of the sixth continuous hanging relay CTR6, the other end of the second continuous hanging relay CTR2 and the other end of the sixth continuous hanging relay CTR6 are connected through a continuous trailer, and the other end of the tenth cab occupation relay COR10 is sequentially connected with at least one second emergency brake contactor EBK2 in series and then is connected with a negative voltage of a power supply in parallel connection mode between two ends of a whole second emergency brake contactor EBK2 series connection structure.
The other end of the sixth cab occupancy relay COR6 is connected with the other end of the eighth cab occupancy relay COR8, the connection point sequentially passes through each train to the first end trailer and is respectively connected with one end of the fifth cab occupancy relay COR5 and one end of the seventh cab occupancy relay COR7 in the first end trailer, the other end of the fifth cab occupancy relay COR5 is respectively connected with one end of the third cab occupancy relay COR3, one end of the first connection relay CTR1 and one end of the third connection relay CTR3, the other end of the seventh cab occupancy relay COR7 is respectively connected with the other end of the third connection relay CTR3, one end of the fifth connection relay CTR5 and one end of the ninth cab occupancy relay COR9, the other end of the first connection relay CTR1 and the other end of the fifth connection relay CTR5 are connected through the connection trailer, and the other end of the third cab occupancy relay COR3 is connected with the connection point between the first cab occupancy relay COR1 and the first connection point of the first cab occupancy relay COR 1.
The other end of the ninth cab occupancy relay COR9 is sequentially connected with at least one first emergency brake contactor EBK1 in series and then is connected with negative voltage of a power supply in a butt joint mode, and a first reverse diode module is connected between two ends of a serial structure of all the first emergency brake contactors EBK1 in parallel.
In practical application, as shown in fig. 1, taking a 6-group train as an example, tc vehicles and M vehicles in each unit train are respectively provided with a brake control unit gateway valve BCU1, each axle of each under-vehicle bogie in each unit train is provided with a speed sensor, when overspeed does not occur, the contacts in the brake control unit gateway valve BCU1 are kept closed, and when the vehicle overspeed is detected by the speed sensor, the speed sensor sends an overspeed signal to the brake control unit gateway valve BCU1 of the unit train, and the corresponding normally closed contacts are opened. In order to prevent the occurrence of faults of contacts in the same unit gateway valve and improve the reliability of a system, namely, the signals of the brake control unit gateway valves BCU1 at two different unit positions are connected in parallel, namely, the brake control unit gateway valves BCU1 in a designed first gateway valve group respectively correspond to the positions of a first train or a tail train in the unit train group where the brake control unit gateway valves BCU1 are positioned, namely, the positions of the first train and the positions of the tail train exist, namely, the positions of the brake control unit gateway valves BCU1 in the first gateway valve group comprise the positions of the first train and the positions of the tail train, and when overspeed signals are output at different positions, the corresponding circuits lose electricity to act on a train emergency braking loop; when the train is at zero speed, the train is in a static state at the moment, and the speed of the train is not required to be judged, so that the zero-speed relay contacts are used for isolating overspeed signals, false faults or other conditions of the contacts of the brake system are prevented, and the reliability of a circuit is improved.
Further, as shown in fig. 3, an overspeed protection detection circuit is connected in series to the train emergency braking loop, and when overspeed occurs in the train, overspeed protection detection is powered off, an emergency braking contactor is powered off, and the train executes emergency braking.
The design control circuit CAN be popularized to multi-consist vehicles, as shown in fig. 2, two sections of motor vehicles are newly added to an intermediate unit, each section of motor vehicle is provided with a gateway valve BCU1, the control unit is in CAN-free communication with three sections of front and rear trains to form an independent control unit, one brake control unit gateway valve BCU1 of each independent control unit is respectively selected in an overspeed protection detection circuit and connected in parallel to be used as a node to be connected in an overspeed protection control loop of the train, namely the position of the serial number 5 in fig. 3, so that each train is provided with two groups of nodes to be connected in the overspeed protection control loop of the train, when the brake control unit gateway valve BCU1 of each independent control unit outputs overspeed signals, normally closed contacts in the brake control unit gateway valve BCU1 are disconnected, the position of the serial number 5 in fig. 3 is disconnected, the whole loop is in a power failure to trigger emergency braking, and meanwhile, in order to prevent false faults or other conditions of the contacts of the brake system in zero speed of the train, a group of zero-speed relay contacts are integrated in each node parallel circuit, and the train is in a static state, and judgment is not needed. Similarly, the multi-consist trains can also employ similar control circuits to achieve hard wire overspeed protection.
In a practical implementation, as shown in fig. 3. When the vehicle wakes up, the first cab occupancy relay COR 1) on the first end trailer is electrically closed, the first mushroom button EMPB1 is closed without pressing, the whole vehicle loop is from the marked 5 emergency brake train loop (out of line) to the other unit 5, as the second end trailer cab is not activated, the fourth cab occupancy relay COR4 is not electrically powered, the normally closed contacts are closed, the loop is from the normally closed contacts of the fourth cab occupancy relay COR4 on the second end trailer to the emergency brake train loop (back line) back to the unit, the third continuous relay CTR3 and the fourth continuous relay CTR4 are not electrically closed under the condition that the vehicle is not continuously hung, the whole loop controls the whole vehicle emergency brake contactor 7, as long as any marked 5 position on the first end trailer or any position of the second end trailer marked 5 is electrically powered down, the emergency brake contactor 7 is electrically powered down, the air brake system will execute emergency braking, when the vehicle speed is lower than 86km/h, the contacts in each brake control unit gateway valve BCU1 are closed, but the emergency braking is not reversible until the vehicle is stopped.
According to the overspeed protection control circuit suitable for the unmanned vehicle, overspeed signals output by gateway valves of brake control units at different positions are connected in parallel and then are connected into an emergency brake ring in series, when overspeed occurs to a train, normally closed contacts in the gateway valves are disconnected to enable a whole car loop to lose electricity, in order to prevent that overspeed signals cannot be output when two gateway valves in the same unit fail, mutually independent hard wire signal parallel redundancy designs of different control units are adopted, so that timely emergency braking is realized when the train overspeed occurs through a redundant hard wire control circuit, potential safety hazards of a train caused by faults of a network system and faults in a data stream transmission process can be effectively avoided, the safety and reliability of the system are improved, the design can be popularized to the rail transit multi-group full-automatic unmanned overspeed protection control circuit, the implementation is easy, safety and reliability are realized, relay or other equipment conversion are not required to be additionally increased, the safety of the train is improved independently of a network system, and safety operation is truly achieved.
The embodiments of the present invention will be described in detail below with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of one skilled in the art without departing from the spirit of the present invention.
Claims (3)
1. The overspeed protection control circuit is applicable to each unit train group in the multi-group train and realizes overspeed protection of the multi-group train; the method is characterized in that: the system comprises each speed sensor corresponding to each unit train set and a brake control unit gateway valve BCU1 respectively arranged on the head train and the tail train in each unit train set;
the speed sensors are respectively arranged on corresponding shafts of corresponding underframe bogies in the corresponding unit train groups; each speed sensor is respectively connected with two brake control unit gateway valves BCU1 which are respectively arranged on the head train and the tail train in the corresponding unit train group;
a brake control unit gateway valve BCU1 positioned on a first train or a tail train is selected from each unit train group respectively to form a first gateway valve group, and the brake control unit gateway valves BCU1 in the first gateway valve group respectively correspond to the positions of the first train or the tail train in the unit train group where the brake control unit gateway valves BCU1 are positioned, wherein the positions of the first train and the tail train exist; the rest of the brake control unit gateway valves BCU1 positioned on the first train or the last train in each unit train group are combined to form a second gateway valve group;
each brake control unit gateway valve BCU1 in the first gateway valve group is connected in parallel with each other and forms a first parallel output contact; each brake control unit gateway valve BCU1 in the second gateway valve group is connected in parallel with each other and forms a second parallel output contact; the first parallel output contact and the second parallel output contact are connected in series in a train emergency braking loop corresponding to the multi-group train;
a trailer with a cab at one end of the whole multi-group train is defined as a first end trailer, and a trailer with a cab at the other end of the whole multi-group train is defined as a second end trailer; the emergency braking loop structure of the train corresponding to the multi-group train is as follows:
the first parallel output contact is positioned on the first end trailer, the second parallel output contact is positioned on the second end trailer, one end of the first parallel output contact is sequentially connected with a first mushroom button EMPB1, a first cab occupancy relay COR1 and a power positive voltage in series, the other end of the first parallel output contact sequentially passes through each train to the second end trailer and is connected with one end of the second parallel output contact in the second end trailer, and the other end of the second parallel output contact is sequentially connected with a second mushroom button EMPB2, a second cab occupancy relay COR2 and a power positive voltage in series;
the connection point between the second mushroom button EMPB2 and the second cab occupation relay COR2 is connected with one end of a fourth cab occupation relay COR4, the other end of the fourth cab occupation relay COR4 is respectively connected with one end of a sixth cab occupation relay COR6, one end of the second continuous hanging relay CTR2 and one end of the fourth continuous hanging relay CTR4 in a butt joint mode, the other end of the fourth continuous hanging relay CTR4 is respectively connected with one end of an eighth cab occupation relay COR8, one end of a tenth cab occupation relay COR10 and one end of a sixth continuous hanging relay CTR6 in a butt joint mode, the other end of the second continuous hanging relay CTR2 and the other end of the sixth continuous hanging relay CTR6 in a series connection mode are connected through a continuous trailer, and the other end of the tenth cab occupation relay COR10 is connected with at least one second emergency brake contactor EBK2 in series in sequence and then connected with a negative voltage of a butt joint power supply, and a second reverse diode module is connected between two ends of a series connection structure of the second emergency brake contactor EBK2 in parallel;
the other end of the sixth cab occupancy relay COR6 is connected with the other end of the eighth cab occupancy relay COR8, the connection point sequentially passes through each train to the first end trailer and is respectively connected with one end of a fifth cab occupancy relay COR5 and one end of a seventh cab occupancy relay COR7 in the first end trailer, the other end of the fifth cab occupancy relay COR5 is respectively connected with one end of a third cab occupancy relay COR3, one end of a first connection relay CTR1 and one end of a third connection relay CTR3, the other end of the seventh cab occupancy relay COR7 is respectively connected with the other end of the third connection relay CTR3, one end of the fifth connection relay CTR5 and one end of a ninth cab occupancy relay COR9, the other end of the first connection relay CTR1 and the other end of the fifth connection relay CTR5 are connected through the connection trailer, and the other end of the third cab occupancy relay COR3 is connected with the connection point between the first cab occupancy relay COR1 and the first connection point of the first cab occupancy relay COR 1;
the other end of the ninth cab occupancy relay COR9 is sequentially connected with at least one first emergency brake contactor EBK1 in series and then is connected with negative voltage of a power supply in a butt joint mode, and a first reverse diode module is connected between two ends of a serial structure of all the first emergency brake contactors EBK1 in parallel.
2. An overspeed protection control circuit for an unmanned vehicle as claimed in claim 1, wherein: the system further comprises at least one zero-speed relay ZVR respectively corresponding to the first gateway valve group and the second gateway valve group, and each zero-speed relay ZVR is respectively connected with the corresponding gateway valve group in parallel.
3. An overspeed protection control circuit for an unmanned vehicle as claimed in claim 1, wherein: the other end of the first parallel output contact sequentially passes through each train to the structure of the second end trailer, and the connecting point between the sixth cab occupancy relay COR6 and the eighth cab occupancy relay COR8 sequentially passes through each train to the structure of the first end trailer, and the adjacent trains are connected by using a parallel connection structure.
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